JP4575765B2 - Pneumatic tire and rim assembly - Google Patents

Pneumatic tire and rim assembly Download PDF

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JP4575765B2
JP4575765B2 JP2004363276A JP2004363276A JP4575765B2 JP 4575765 B2 JP4575765 B2 JP 4575765B2 JP 2004363276 A JP2004363276 A JP 2004363276A JP 2004363276 A JP2004363276 A JP 2004363276A JP 4575765 B2 JP4575765 B2 JP 4575765B2
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tire
rim
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damping
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徳三 中島
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Sumitomo Rubber Industries Ltd
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本発明は、走行中のロードノイズを低減しうる空気入りタイヤとリムとの組立体に関する。   The present invention relates to a pneumatic tire and rim assembly that can reduce road noise during traveling.

タイヤにより生じる騒音には様々なものがあるが、その中でも荒れた路面を走行した際に５０〜４００Hzの周波数範囲で「ゴー」という音が生じる所謂ロードノイズは、車室内でのこもり音となり乗員に不快感を与える。このロードノイズのうちには、タイヤとリムとが囲むタイヤ内腔が気柱管を構成し、空気が共鳴振動（空洞共鳴）することが主原因のものがある。これは、図５に周波数分析したものを示す如く、２００〜２５０Hz付近に耳障りなピーク音を有する。   There are various types of noise generated by tires. Among them, the so-called road noise that produces a “go” noise in the frequency range of 50 to 400 Hz when driving on rough roads is a squeaky noise in the passenger compartment. Gives you discomfort. Among the road noises, there is a main cause that a tire lumen surrounded by a tire and a rim constitutes an air column tube, and resonance vibration (cavity resonance) of air occurs. This has a harsh peak sound in the vicinity of 200 to 250 Hz, as shown in FIG.

そこで本件出願人は、タイヤ内腔を囲むタイヤ側内腔面、又はリム側内腔面にスポンジ材からなる制音体を周方向に貼着することを提案している（例えば特許文献１、２参照）。   Therefore, the applicant of the present application has proposed that a sound damping body made of a sponge material is stuck in the circumferential direction on the tire side lumen surface surrounding the tire lumen or on the rim side lumen surface (for example, Patent Document 1, 2).

特開２００３−０６３２０８号公報JP 2003-063208 A 特開２００３−２５２００３号公報JP 2003-252003 A

しかし、スポンジ材からなる制音体では、厚さが大となるため、リム組時に制音体がリムやタイヤビードに擦れて破損しないように注意を払う必要があり、リム組性の低下原因となる。またスポンジ材は吸水性が高いため、タイヤ保管時やリム組時などにおいて雨水等に濡れて吸水してしまうという恐れがある。この吸水状態でリム組みすると、吸水した水が重量バランスに悪影響を与え、タイヤ振動を発生させたり、又吸水した水がタイヤのゴム内に浸透してタイヤ内部損傷を誘発させる等の問題を招く。そこでリム組み時に、水を充分に取り除く必要があるが、いったん濡れたスポンジ材を瞬時に乾かすことは容易ではなく、その取り扱いを煩わしいものとしている。またスポンジ材は蓄熱性が高いため、タイヤ側内腔面、特にトレッド下に貼着した場合には、トレッド温度の上昇を招き、高速耐久性を損ねるという問題も懸念される。   However, since the sound damper made of sponge material has a large thickness, it is necessary to pay attention so that the sound absorber does not rub against the rim or the tire bead during rim assembly, and this causes a decrease in rim assembly performance. It becomes. In addition, since the sponge material has high water absorption, there is a risk that the sponge material may get wet by rain when storing the tire or assembling the rim. If the rim is assembled in this water absorption state, the absorbed water will adversely affect the weight balance, causing tire vibrations, and the water absorption will penetrate into the tire rubber and cause damage to the tire. . Therefore, it is necessary to remove water sufficiently when assembling the rim. However, it is not easy to instantly dry the sponge material once wet, and the handling is troublesome. Further, since the sponge material has a high heat storage property, there is a concern that the tread temperature is increased and the high-speed durability is impaired when the sponge material is attached to the inner cavity surface of the tire, particularly under the tread.

このような状況に鑑み、本発明者が研究した。その結果、非発泡性のゴム組成材においても、比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）を３．８ＭＰａ以下とした場合には、空洞共鳴音のピークに対する低減効果があり、ロードノイズを充分低減しうることを究明し得た。   In view of such a situation, the present inventor studied. As a result, even in the non-foaming rubber composition material, when the product of the specific gravity A and the complex elastic modulus E * (A × E *) is 3.8 MPa or less, there is a reduction effect on the peak of the cavity resonance sound. It was possible to find out that road noise can be sufficiently reduced.

そこで本発明は、制音体として、タイヤ内腔に向く内表面に、比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）が３．８ＭＰａ以下の非発泡性のゴム組成材からなる制音層を設けた制音シートを用いることを基本として、吸水や蓄熱による前述の諸問題を招くことなく、かつリム組性を損ねることなく、ロードノイズを低減しうる空気入りタイヤとリムとの組立体を提供することを目的としている。   Accordingly, the present invention provides a non-foaming rubber composition having a product (A × E *) of a specific gravity A and a complex elastic modulus E * of 3.8 MPa or less on the inner surface facing the tire lumen as a sound damper. Pneumatic tires and rims that can reduce road noise without causing the above-mentioned problems due to water absorption and heat storage, and without compromising rim assembly. It aims to provide an assembly.

前記目的を達成するために、本願請求項１の発明は、リムと、このリムに装着される空気入りタイヤとがなすタイヤ内腔に制音シートを具え、
前記制音シートは、前記タイヤ内腔を囲むタイヤ側内腔面又はリム側内腔面に添設されタイヤ周方向に延在するとともに、該制音シートの前記タイヤ内腔に向く内表面の少なくとも一部に、比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）が３．８ＭＰａ以下の非発泡性のゴム組成材からなる制音層を設けたことを特徴としている。 In order to achieve the above object, the invention of claim 1 of the present application includes a sound damping sheet in a tire lumen formed by a rim and a pneumatic tire attached to the rim.
The sound damping sheet is attached to a tire side lumen surface or a rim side lumen surface surrounding the tire lumen and extends in the tire circumferential direction, and an inner surface of the noise suppression sheet facing the tire lumen. It is characterized in that a sound damping layer made of a non-foaming rubber composition material having a product of specific gravity A and complex elastic modulus E * (A × E *) of 3.8 MPa or less is provided at least partially.

又請求項２の発明では、前記制音シートは、シート厚さが３．０ｍｍ以下、かつ前記制音層の厚さを０．１ｍｍ以上としたことを特徴としている。   According to a second aspect of the present invention, the sound-damping sheet has a sheet thickness of 3.0 mm or less and a thickness of the sound-damping layer is 0.1 mm or more.

又請求項３、４の発明では、前記制音シートは、内表面の全てが、或いは制音シートの全てが制音層で形成されていることを特徴としている。   In the inventions according to claims 3 and 4, the sound damping sheet is characterized in that all of the inner surface or all of the sound damping sheet is formed of a sound damping layer.

又請求項５の発明では、前記制音シートは、タイヤ側内腔面に貼付けられることを特徴としている。   The invention according to claim 5 is characterized in that the sound-damping sheet is attached to a tire-side lumen surface.

又請求項６の発明では、前記制音シートは、リム側内腔面のうちのウエル部表面に貼付けられ、かつ前記積（Ａ×Ｅ＊）を２．７ＭＰａ以下としたことを特徴としている。   In the invention of claim 6, the sound-damping sheet is affixed to the surface of the well portion of the rim side lumen surface, and the product (A × E *) is 2.7 MPa or less. .

本発明は叙上の如く構成しているため、吸水や蓄熱による諸問題を招くことなく、かつリム組性を損ねることなく、ロードノイズを低減できる。   Since the present invention is configured as described above, road noise can be reduced without causing problems due to water absorption or heat storage and without impairing the rim assembly.

以下、本発明の実施の一形態を、図示例とともに説明する。
図１は本発明の空気入りタイヤとリムとの組立体（以下、単に「組立体」という場合がある）の子午断面図、図２は組立体のタイヤ赤道面に沿った周方向略断面図を示している。 Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a meridional sectional view of an assembly of a pneumatic tire and a rim according to the present invention (hereinafter sometimes simply referred to as “assembly”), and FIG. 2 is a schematic sectional view in the circumferential direction along the tire equatorial plane of the assembly. Is shown.

図１において、本実施形態の組立体１は、空気入りタイヤ２（単にタイヤ２という場合がある）と、これをリム組みするリム３とがなすタイヤ内腔４に、制音シート５を装着している。   In FIG. 1, an assembly 1 according to the present embodiment has a sound damping sheet 5 mounted in a tire lumen 4 formed by a pneumatic tire 2 (sometimes simply referred to as a tire 2) and a rim 3 that assembles the pneumatic tire 2. is doing.

前記リム３は、タイヤ２を嵌着する環状のリム本体３ａと、このリム本体３ａを支持しかつ車軸に固定するディスク３ｂとを具える周知構造をなし、本例では、正規リムを採用した場合を例示している。なお「正規リム」とは、タイヤが基づいている規格を含む規格体系において、各規格がタイヤ毎に定めているリムであり、ＪＡＴＭＡであれば標準リム、ＴＲＡであれば "Design Rim" 、ＥＴＲＴＯであれば "Measuring Rim"を意味する。   The rim 3 has a well-known structure including an annular rim body 3a on which the tire 2 is fitted and a disk 3b that supports the rim body 3a and is fixed to the axle. In this example, a regular rim is adopted. The case is illustrated. The “regular rim” is a rim defined for each tire in the standard system including the standard on which the tire is based, and is a standard rim for JATMA, “Design Rim” for TRA, ETRTO Then means "Measuring Rim".

又前記タイヤ２は、そのビード部２ａを前記リム本体３ａのフランジに密着させてリム組みされる例えば乗用車用ラジアルタイヤであって、タイヤ内腔４を囲む内腔面Ｓのうちのタイヤ側内腔面Ｓ１を、低空気透過性ゴムからなる所謂インナーライナゴムで形成したチューブレス構造を具える。これにより、タイヤ２は、前記リム本体３ａとで気密なタイヤ内腔４を形成する。   The tire 2 is a radial tire for passenger cars, for example, which is assembled with the bead portion 2a in close contact with the flange of the rim body 3a. It has a tubeless structure in which the cavity surface S1 is formed of a so-called inner liner rubber made of low air permeability rubber. Thereby, the tire 2 forms an airtight tire lumen 4 with the rim body 3a.

次に、前記制音シート５は、タイヤ周方向に長いゴム状シートからなり、タイヤ側内腔面Ｓ１、またはリム側内腔面Ｓ２のうちの一方、或いは双方に添設される。この制音シート５は、タイヤ周方向の全周に亘って延在させることが、制音効果や均一性の観点から好ましいが、要求により３／４周〜１周の範囲、１／２周〜３／４周の範囲、或いは１／３周〜１／２周の範囲であっても良い。   Next, the sound-damping sheet 5 is made of a rubber-like sheet that is long in the tire circumferential direction, and is attached to one or both of the tire-side lumen surface S1 and the rim-side lumen surface S2. The sound damping sheet 5 is preferably extended over the entire circumference in the tire circumferential direction from the viewpoint of the sound damping effect and uniformity. It may be in the range of ˜3 / 4 round, or in the range of ３ round to ½ round.

本例では、制音シート５が、タイヤ側内腔面Ｓ１に、かつ少なくともトレッド領域Ｙを含む範囲に、タイヤ全周に亘って貼付けされた場合を例示している。前記トレッド領域Ｙとは、トレッド端を通りタイヤ側内腔面Ｓ１に直交するトレッド端線Ｘ、Ｘ間の領域を意味する   In this example, the case where the sound-damping sheet 5 is affixed over the entire circumference of the tire in the tire-side lumen surface S1 and in a range including at least the tread region Y is illustrated. The tread region Y means a region between the tread end lines X and X that passes through the tread end and is orthogonal to the tire side lumen surface S1.

この制音シート５は、タイヤ内腔４に向く内表面の少なくとも一部に、制音層６を有する。このとき制音層６の表面は平滑面として形成される。   This sound-damping sheet 5 has a sound-damping layer 6 on at least a part of the inner surface facing the tire lumen 4. At this time, the surface of the sound damping layer 6 is formed as a smooth surface.

本例では、制音シート５の全てが制音層６で形成されたものを例示しているが、例えばタイヤ側内腔面Ｓ１に貼着されるベース層と、内表面側の制音層６とを積層した複層構造（例えば２層構造）とすることができ、係る場合にも、内表面の全てを制音層６で形成することが好ましい。   In this example, all of the sound-damping sheet 5 is exemplified by the sound-damping layer 6, but for example, a base layer attached to the tire-side lumen surface S1 and a sound-damping layer on the inner surface side 6 can be formed into a multilayer structure (for example, a two-layer structure). In such a case as well, it is preferable to form the entire inner surface with the sound-damping layer 6.

そして前記制音層６として、比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）を３．８ＭＰａ以下とした非発泡性のゴム組成材を使用する。なお、タイヤ内腔面Ｓをなすインナーライナゴムは、前記積（Ａ×Ｅ＊）が４．５２ＭＰａと、制音層６に比して高い値を示している。   And as the said sound-damping layer 6, the non-foaming rubber composition material which made the product (AxE *) of specific gravity A and complex elastic modulus E * 3.8 Mpa or less is used. The inner liner rubber forming the tire cavity surface S has a product (A × E *) of 4.52 MPa, which is higher than that of the sound damping layer 6.

図３に、前記積（Ａ×Ｅ＊）の値を違えたゴム組成材からなる制音シート５を、タイヤ側内孔面Ｓ１の全面に貼着し、荒れたロードノイズテストコースを速度６０ｋｍ／ｈで走行するとともに、そのときのドライバーの右耳元で測定した車内騒音を周波数分析し、２００〜２５０Hz付近で発生するピーク音の音圧レベルの変化を示した本発明者の実験の結果のグラフを示す。図３の如く、前記積（Ａ×Ｅ＊）の値を減じた低比重、或いは低弾性のゴム組成材は、空洞共鳴音のピークに低減効果があり、ロードノイズを改善しうることが確認できる。   In FIG. 3, a sound-damping sheet 5 made of a rubber composition material having a different value of the product (A × E *) is attached to the entire surface of the tire-side inner hole surface S1, and a rough road noise test course is applied at a speed of 60 km. The result of the experiment by the present inventor who showed a change in the sound pressure level of the peak sound generated around 200 to 250 Hz by analyzing the frequency of the in-vehicle noise measured at the right ear of the driver at the time of driving at / h A graph is shown. As shown in FIG. 3, it is confirmed that the rubber composition material having a low specific gravity or low elasticity with a reduced value of the product (A × E *) has an effect of reducing the peak of cavity resonance sound and can improve road noise. it can.

これは、ゴムの比重Ａ及び複素弾性率Ｅ＊が、ゴムの音響インピーダンスに相関があり、前記比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）を減じることにより、音響インピーダンスが小さくなるからであると推測される。そして、前記音響インピーダンスが小さくなることにより、タイヤ内孔面Ｓにおける反射特性が変化し、タイヤ内腔４内の定在波の存続が弱まって空洞共鳴音のピーク値の音圧レベルが下がるからと推測される。   This is because the specific gravity A and the complex elastic modulus E * of the rubber are correlated with the acoustic impedance of the rubber, and the acoustic impedance is reduced by reducing the product (A × E *) of the specific gravity A and the complex elastic modulus E *. This is presumed to be because it becomes smaller. Since the acoustic impedance is reduced, the reflection characteristic at the tire bore surface S is changed, the standing wave in the tire lumen 4 is weakened, and the sound pressure level of the peak value of the cavity resonance sound is lowered. It is guessed.

なお前記積（Ａ×Ｅ＊）が３．８ＭＰａを越えると、十分なロードノイズ低減効果が発揮できず、従って、前記積（Ａ×Ｅ＊）は、特に２．７ＭＰａ以下とするのが好ましい。なお積（Ａ×Ｅ＊）の下限値は、製造上の観点から０．４ＭＰａ以上が好ましい。   In addition, when the product (A × E *) exceeds 3.8 MPa, a sufficient road noise reduction effect cannot be exhibited. Therefore, the product (A × E *) is particularly preferably 2.7 MPa or less. . The lower limit of the product (A × E *) is preferably 0.4 MPa or more from the viewpoint of manufacturing.

又前記制音層６は、前述の如く、音の反射特性を変化させるものであるため、スポンジ材を用いた従来の制音体の如き厚さを必要としない。従って、制音シート５全体としてのシート厚さを３．０ｍｍ以下、さらには１．０ｍｍ以下にまで減じることが可能であり、又制音層６は、それ自体の厚さが０．１ｍｍ以上あれば、前記空洞共鳴音のピーク低減効果を発揮することができる。なお前記シート厚さの下限値は、制音層６の厚さの下限値と同様０．１ｍｍ以上であり、又制音層６の厚さの上限値は、シート厚さの上限値と同様３．０ｍｍ以下である。   Further, as described above, since the sound damping layer 6 changes the sound reflection characteristics, it does not need to be as thick as a conventional sound damping body using a sponge material. Therefore, it is possible to reduce the sheet thickness of the entire sound-damping sheet 5 to 3.0 mm or less, and further to 1.0 mm or less, and the sound-damping layer 6 itself has a thickness of 0.1 mm or more. If it exists, the peak reduction effect of the cavity resonance sound can be exhibited. The lower limit value of the sheet thickness is 0.1 mm or more, as is the lower limit value of the thickness of the sound damping layer 6, and the upper limit value of the thickness of the sound suppression layer 6 is the same as the upper limit value of the sheet thickness. It is 3.0 mm or less.

なお前記制音層６のゴム部材としては、特に規制されることがなく、例えばニトリルゴム（ＮＢＲ）、スチレン−ブタジエンゴム（ＳＢＲ）、ブタジエンゴム（ＢＲ）、天然ゴム（ＮＲ）、イソプレンゴム（ＩＲ）等のジエン系ゴム、及びブチルゴム（ＩＩＲ）、エチレンプロピレンゴム（ＥＰＤＭ）、シリコンゴム等の非ジエン系ゴムなどが採用しうる。又ゴム部材には、前述の物性を得るために、周知のゴム用添加剤を配合することができる。なお前記「複素弾性率Ｅ＊」の値は、粘弾性スペクトロメーターを用い、温度７０℃、周波数１０Ｈｚ、動歪±２％の条件で測定した値である。   The rubber member of the sound-damping layer 6 is not particularly restricted. For example, nitrile rubber (NBR), styrene-butadiene rubber (SBR), butadiene rubber (BR), natural rubber (NR), isoprene rubber ( IR) and other diene rubbers, and non-diene rubbers such as butyl rubber (IIR), ethylene propylene rubber (EPDM), and silicon rubber can be used. The rubber member may be blended with known rubber additives in order to obtain the above-described physical properties. The value of the “complex elastic modulus E *” is a value measured using a viscoelastic spectrometer under conditions of a temperature of 70 ° C., a frequency of 10 Hz, and a dynamic strain of ± 2%.

又本例では、加硫成形後のタイヤ２のタイヤ側内腔面Ｓ１に、前記制音シート５が接着剤（両面接着テープを含む）を用いて貼り着されたものを例示している。しかし、加硫前の生タイヤのタイヤ側内腔面Ｓ１に、生の制音シート５を粘着する、或いは生タイヤを形成する際のフォーマ上の生（未加硫）のインナーライナゴムの内周面に、生の制音シート５を粘着し、その後の加硫成形により、タイヤと制音シート５とを一体に加硫接着させることもできる。係る場合には、皺などを生じることなく、前記タイヤ側内孔面Ｓ１の全面に、制音シート５を貼り付ける、即ちタイヤ側内孔面Ｓ１の全面を制音層６で被覆することができ、ロードノイズ低減効果をより高く発揮することが可能となる。   Further, in this example, the sound-suppressing sheet 5 is adhered to the tire-side lumen surface S1 of the tire 2 after vulcanization molding using an adhesive (including a double-sided adhesive tape). However, the raw acoustic sheet 5 is adhered to the tire-side lumen surface S1 of the raw tire before vulcanization, or the raw (unvulcanized) inner liner rubber on the former when forming the raw tire The raw sound damping sheet 5 can be adhered to the peripheral surface, and the tire and the sound damping sheet 5 can be integrally vulcanized and bonded by subsequent vulcanization molding. In such a case, the sound-damping sheet 5 can be adhered to the entire surface of the tire-side inner hole surface S1 without generating wrinkles, that is, the entire surface of the tire-side inner hole surface S1 can be covered with the sound-damping layer 6. It is possible to achieve a higher road noise reduction effect.

次に、図４に、前記制音シート５が、リム側内腔面Ｓ２に添設される場合を例示する。ここで、リム本体３ａは、前記ビード部２ａを着座させるリムシート１０、１０間に、リム組み時にタイヤのビード部２ａをいったん落とし込むための凹溝状のウエル部１１を形成している。そして、本例では、前記ウエル部１１表面に、制音シート５を巻回しかつ接着剤（両面接着テープを含む）を用いて貼り着している。係る場合には、制音シート５の周方向の両端を貼り着していれば、その全面を貼り着する必要はない。又制音シート５を環状に形成し、ゴム弾性を利用して、前記ウエル部１１に嵌着することもできる。係る場合には、接着剤の使用を排除できる。   Next, FIG. 4 illustrates a case where the sound-damping sheet 5 is attached to the rim-side lumen surface S2. Here, the rim body 3a is formed with a groove-shaped well portion 11 for once dropping the bead portion 2a of the tire when the rim is assembled between the rim sheets 10 and 10 on which the bead portion 2a is seated. And in this example, the sound-damping sheet 5 is wound around the surface of the well portion 11 and adhered using an adhesive (including a double-sided adhesive tape). In such a case, as long as both ends in the circumferential direction of the sound-damping sheet 5 are attached, it is not necessary to attach the entire surface. Further, the sound-damping sheet 5 can be formed in an annular shape and can be fitted to the well portion 11 using rubber elasticity. In such a case, the use of an adhesive can be eliminated.

なお制音シート５は、前述と同様、制音層６のみの１層構造とすることができるが、ベース層を含む複層構造（例えば２層構造）であっても良い。又制音シート５は、ウエル部１１の全巾に亘りできるだけ巾広に形成することが、ロードノイズ低減の観点から好ましいが、要求によりウエル部１１よりも巾狭に形成することもできる。なお制音シート５をウエル部１１表面に設けるする場合、タイヤ側内腔面Ｓ１に設ける場合に比して、ロードノイズ低減効果に劣る傾向がある。従って、係る場合には、制音層６におけるゴム組成材の積（Ａ×Ｅ＊）は、２．７ＭＰａ以下、さらには１．９ＭＰａ以下とするのが好ましい。   The sound-damping sheet 5 can have a single-layer structure including only the sound-damping layer 6 as described above, but may have a multilayer structure including a base layer (for example, a two-layer structure). In addition, it is preferable that the sound-damping sheet 5 is formed as wide as possible over the entire width of the well portion 11 from the viewpoint of reducing road noise. However, it can be formed narrower than the well portion 11 as required. In addition, when providing the noise suppression sheet | seat 5 in the well part 11 surface, there exists a tendency which is inferior to a road noise reduction effect compared with the case where it provides in the tire side lumen | bore surface S1. Therefore, in such a case, the product (A × E *) of the rubber composition material in the sound damping layer 6 is preferably 2.7 MPa or less, and more preferably 1.9 MPa or less.

このように制音シート５は、空洞共鳴音のピーク値の音圧レベルを下げることができ、ロードノイズを低減することができる。又その厚さが極めて薄いため、リム組時にリムやタイヤビードに擦れて破損することがなく、リム組性能を向上させることができる。又スポンジ材の如き吸水性がないため、雨水等に濡れた場合にも拭き取り等により容易に乾燥させることができるため、保管性や取扱い性が高まり、又吸水によるタイヤ内部損傷等を防止することができる。又蓄熱性が低いため、トレッド領域に配した場合にもタイヤの高速耐久性を維持することが可能となる。   In this manner, the sound damping sheet 5 can reduce the sound pressure level of the peak value of the cavity resonance sound, and can reduce road noise. Further, since the thickness is extremely thin, the rim assembly performance can be improved without being damaged by rubbing against the rim or the tire bead when the rim is assembled. Also, since there is no water absorption like sponge material, it can be easily dried by wiping even when it gets wet with rainwater, etc., thus improving storage and handling, and preventing damage to the tire due to water absorption. Can do. Further, since the heat storage property is low, the high-speed durability of the tire can be maintained even when it is arranged in the tread region.

以上、本発明の特に好ましい実施形態について詳述したが、本発明は図示の実施形態に限定されることなく、種々の態様に変形して実施しうる。   As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

制音層のみからなる一層構造の制音シートを表１の仕様で試作し、タイヤ側内腔面、或いはリム側内腔面に貼り着した空気入りタイヤ（２４５／４５Ｒ１８）とリム（１８×７．５ＪＪ）との組立体を試作し、実車走行テストによりロードノイズ性能を比較した。なお従来例は、制音シートを装着していない場合であって、インナーライナゴムにおける比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）は、４．５２ＭＰａであった。また比較例１，２、実施例１，２は、制音シートを生タイヤ形成時に貼り付けし、加硫成形した。また実施例３〜５、比較例３は、厚さ２．２mm（両面粘着テープの厚さ０．２mmを含む）の制音シートを、加硫後のタイヤ、及びリムに貼り付けしている。   A single-layered sound-damping sheet consisting only of a sound-damping layer was prototyped according to the specifications shown in Table 1, and a pneumatic tire (245 / 45R18) and a rim (18 ×) attached to the tire-side lumen surface or rim-side lumen surface. 7.5JJ) and produced a prototype, and compared road noise performance by an actual vehicle running test. Note that the conventional example is a case where no sound-damping sheet is attached, and the product (A × E *) of the specific gravity A and the complex elastic modulus E * of the inner liner rubber was 4.52 MPa. In Comparative Examples 1 and 2 and Examples 1 and 2, a sound-damping sheet was pasted at the time of forming a raw tire and vulcanized. In Examples 3 to 5 and Comparative Example 3, a sound-damping sheet having a thickness of 2.2 mm (including a double-sided adhesive tape thickness of 0.2 mm) is attached to the vulcanized tire and rim. .

（１）ロードノイズ性能：
制音シート付きのタイヤとリムの組立体に、内圧２４０ｋＰａを充填し、車両（国産４３００ｃｃのＦＲ車）の全輪に装着し、ロードノイズ計測路（アスファルト粗面路）を速度６０ｋｍ／ｈで走行したときの車内騒音を、ドライバーの右耳元位置にて測定し、た車内騒音を周波数分析し、２００〜２５０Hz付近で発生するピーク音の音圧レベルを、制音シートを装着してない従来例を基準として比較した。マイナス（−）は音圧レベルが下がったことを意味する。 (1) Road noise performance:
A tire and rim assembly with a sound-damping seat is filled with an internal pressure of 240 kPa and mounted on all wheels of a vehicle (domestic 4300cc FR car). In-vehicle noise during driving is measured at the right ear position of the driver, frequency analysis is performed on the in-vehicle noise, and the sound pressure level of the peak sound generated near 200 to 250 Hz is not installed with a sound-control seat Examples were compared as criteria. Minus (-) means that the sound pressure level has decreased.

Figure 0004575765
Figure 0004575765

表の如く、実施例のものは、空洞共鳴のピーク音を下げることができ、ロードノイズを低減しうるのが確認できる。   As shown in the table, it can be confirmed that in the example, the peak sound of the cavity resonance can be lowered and the road noise can be reduced.

本発明の空気入りタイヤとリムとの組立体の一実施形態を示す子午断面図である。1 is a meridional sectional view showing an embodiment of an assembly of a pneumatic tire and a rim according to the present invention. そのタイヤ赤道に沿った周方向断面図である。It is the circumferential direction sectional view along the tire equator. 空洞共鳴のピーク音と、積（Ａ×Ｅ＊）との関係を示すグラフである。It is a graph which shows the relationship between the peak sound of cavity resonance, and a product (AxE *). 空気入りタイヤとリムとの組立体の他の実施形態を示す子午断面図である。It is meridional sectional drawing which shows other embodiment of the assembly of a pneumatic tire and a rim | limb. ロードノイズの周波数分析結果を示すグラフである。It is a graph which shows the frequency analysis result of road noise.

符号の説明Explanation of symbols

２ リム
３ 空気入りタイヤ
４ タイヤ内腔
５ 制音シート
６ 制音層
１１ ウエル部
Ｓ１ タイヤ側内腔面
Ｓ２ リム側内腔面 2 Rim 3 Pneumatic tire 4 Tire lumen 5 Sound damping sheet 6 Sound damping layer 11 Well portion S1 Tire side lumen surface S2 Rim side lumen surface

Claims (6)

リムと、このリムに装着される空気入りタイヤとがなすタイヤ内腔に制音シートを具え、
前記制音シートは、前記タイヤ内腔を囲むタイヤ側内腔面又はリム側内腔面に添設されタイヤ周方向に延在するとともに、該制音シートの前記タイヤ内腔に向く内表面の少なくとも一部に、比重Ａと複素弾性率Ｅ＊との積（Ａ×Ｅ＊）が３．８ＭＰａ以下の非発泡性のゴム組成材からなる制音層を設けたことを特徴とする空気入りタイヤとリムとの組立体。 Provided with a sound control sheet in the tire lumen formed by the rim and the pneumatic tire attached to the rim,
The sound damping sheet is attached to a tire side lumen surface or a rim side lumen surface surrounding the tire lumen and extends in the tire circumferential direction, and an inner surface of the noise suppression sheet facing the tire lumen. Pneumatic, characterized in that at least a part is provided with a sound-damping layer made of a non-foaming rubber composition having a product of specific gravity A and complex elastic modulus E * (A × E *) of 3.8 MPa or less An assembly of tires and rims. 前記制音シートは、シート厚さが３．０ｍｍ以下、かつ前記制音層の厚さを０．１ｍｍ以上としたことを特徴とする請求項１記載の空気入りタイヤとリムとの組立体。   2. The pneumatic tire and rim assembly according to claim 1, wherein the sound-damping sheet has a sheet thickness of 3.0 mm or less and a thickness of the sound-damping layer is 0.1 mm or more. 前記制音シートは、内表面の全てが制音層で形成されていることを特徴とする請求項１又は２記載の空気入りタイヤとリムとの組立体。   The pneumatic tire and rim assembly according to claim 1 or 2, characterized in that the inner surface of the sound-damping sheet is formed of a sound-damping layer. 前記制音シートは、その全てが制音層で形成されていることを特徴とする請求項３記載の空気入りタイヤとリムとの組立体。   4. The pneumatic tire and rim assembly according to claim 3, wherein all of the sound-damping sheet is formed of a sound-damping layer. 前記制音シートは、タイヤ側内腔面に貼付けられることを特徴とする請求項１〜４の何れかに記載の空気入りタイヤとリムとの組立体。   The pneumatic tire and rim assembly according to any one of claims 1 to 4, wherein the sound-damping sheet is attached to a tire-side lumen surface. 前記制音シートは、リム側内腔面のうちのウエル部表面に貼付けられ、かつ前記積（Ａ×Ｅ＊）を２．７ＭＰａ以下としたことを特徴とする請求項１〜４の何れかに記載の空気入りタイヤとリムとの組立体。   5. The sound control sheet according to claim 1, wherein the sound damping sheet is affixed to a surface of a well portion of a rim side lumen surface, and the product (A × E *) is set to 2.7 MPa or less. An assembly of a pneumatic tire and a rim as described in 1.
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JP4971722B2 (en) * 2006-08-22 2012-07-11 住友ゴム工業株式会社 Pneumatic tire
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JP5833912B2 (en) * 2011-08-05 2015-12-16 株式会社 アコースティックイノベーションズ Tire having vibration noise absorbing structure and manufacturing method thereof
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